Inline shock absorber with coil spring for a cycle wheel suspension assembly

ABSTRACT

A trailing link, multi-link suspension assembly for a cycle having improved stability includes a first arm having a first arm fixed pivot and a first arm shock pivot. A shock link has a shock link fixed pivot and a shock link floating pivot. A shock absorber has an inline configuration, a coil spring, a first shock mount and a second shock mount. A wheel carrier has a wheel carrier first pivot and a wheel carrier second pivot spaced apart from one another, and a wheel mount that is adapted to be connected to a wheel. A control link has a control link floating pivot and a control link fixed pivot, the control link floating pivot being pivotably connected to the wheel carrier second pivot, and the control link fixed pivot being pivotably connected to the first arm control pivot. A mechanical trail distance increases as the suspension assembly compresses relative to a fully extended state.

FIELD OF THE INVENTION

The disclosure is generally directed to wheel suspension assemblies forcycles, and more specifically directed to wheel suspension assembliesfor cycles that improve stability and have a shock absorber with aninline configuration and a coil spring.

BACKGROUND

Recently, telescopic front suspension forks have dominated suspensionsystems for two-wheeled vehicles. A telescopic fork includes slidingstantions connected in a steerable manner to a cycle frame, and at thesame time, includes a telescoping mechanism for wheel displacement.Sliding stantions require very tight manufacturing tolerances, soexpensive round centerless ground stantions are almost always used inhigh performance telescopic forks. Outer surfaces of the stantiontypically slide against bushings to allow for compliance, and in manydesigns, the inner surfaces of the stantions slide against a damper orair spring piston to absorb shocks.

Front suspension for a cycle is subject to large bending forces fore andaft and less significant lateral forces. The round stantions in atelescopic fork must be sized to support the greatest loads, in thefore/aft direction. This requires the use of large diameter stantions.The larger the stantions, the greater the area of the supportingbushings and sliding surfaces. Because of the stacked layout, multipleredundant sliding surfaces must be used to seal in damping fluid andair, as well as provide ample structural support.

Because telescopic forks have relatively large stantions, and relativelylarge siding surfaces and seals, large breakaway friction in the system(known as stiction) is generated by these components. Stiction resistscompression of the suspension in reaction to bumps, which is a drawbackin a suspension product where the goal is to react to road or terrainconditions, for example by deflecting in response to ground conditions,and/or absorbing impact from bumps. Additionally, as the telescopic forkis loaded in the fore/aft direction (usually on impact or braking), thebushings bind, resulting in even greater stiction at the exact momentwhen a rider needs the most compliance.

The higher the fore/aft load on the telescopic fork, the less effectivethe telescopic fork is at absorbing bumps. Most modern telescopic forksfor cycles and motorcycles exhibit around 130 Newtons of stiction attheir best, and thousands of Newtons of stiction when exposed tofore/aft loads.

Additionally, in the telescopic fork, mechanical trail is constrained bysteering axis (head tube) angle and fork offset, a term for theperpendicular distance between the wheel rotation axis and the steeringaxis. Another problem with telescopic fork architecture is that whenthey are installed, mechanical trail reduces as the suspension iscompressed, which reduces stability. When mechanical trail reduces, asthe suspension compresses, less torque is required to steer the frontwheel, causing a feeling of instability. This instability is a flaw inthe telescopic fork. However, because most riders of 2-wheeled vehiclesgrew up only riding telescopic forks, they only know this feeling andnothing else. Thus, the inherent instability of a telescopic fork is theaccepted normal.

Another drawback of the telescopic fork is their lack of a leverageratio. Telescopic forks compress in a linear fashion in response tobumps. The wheel, spring, and damper all move together at the same ratebecause they are directly attached to each other. Because the forkcompresses linearly, and because the spring and damper are connecteddirectly to the wheel, the leverage ratio of wheel to damper and springtravel is a constant 1:1.

Yet another drawback of telescopic forks is that angle of attackstability and stiction increase and oppose one another. In other words,as angle of attack stability increases, stiction also increases, whichis undesirable. This problem is caused by the rearward angle of the forkstantions. The less steeply (slacker) the fork stantions are angled, thebetter the angle of attack is in relation to oncoming bumps. However,because the fork angle is largely governed by the steering axis (headtube) angle of the cycle's frame the sliding stantions develop increasedbushing load, and greater bending, resulting in increased stiction whenslacker fork angles are used.

A further drawback of telescopic forks is called front suspension dive.When a rider applies the front brake, deceleration begins and therider's weight transfers towards the front wheel, increasing load on thefork. As the telescopic front fork dives (or compresses) in response,the suspension stiffens, and traction reduces. This same load transferphenomenon happens in most automobiles as well, but there is adistinction with a telescopic fork.

The undesirable braking reaction in a cycle telescopic fork is made upof two components, load transfer and braking squat. Load transfer,occurs when the rider's weight transfers forward during deceleration.That weight transfer causes an increased load on the front wheel, whichcompresses the front suspension. Braking squat is measured in the frontsuspension kinematics, and can have a positive, negative, or zero value.This value is independent of load transfer, and can have an additive orsubtractive effect to the amount of fork dive present during braking. Apositive value (known as pro-dive) forcibly compresses the frontsuspension when the brakes are applied, cumulative to the alreadypresent force from load transfer. A zero value has no braking reactionat all; the front suspension is free to respond naturally to the effectsof load transfer (for better or worse). A negative value (known asanti-dive) counteracts the front suspension's tendency to dive bybalancing out the force of load transfer with a counteracting force.

With a telescopic fork, the only possible braking squat reaction ispositive. Any time that the front brake is applied, the rider's weighttransfers forward, and additionally, the positive pro-dive braking squatreaction forcibly compresses the suspension. Effectively, this fools thefront suspension into compressing farther than needed, which reducesavailable travel for bumps, increases spring force, and reducestraction.

The inherent disadvantages of telescopic forks are not going away. Infact, as technology has improved in cycling, the speeds and loads thatriders are putting into modern cycles, bicycles, motorcycles, andmountain cycles only make the challenges for the telescopic forkgreater.

Linkage front suspensions have been attempted in the past as analternative to telescopic forks, yet they have failed to overcome theinherent disadvantages of telescopic forks. Past linkage frontsuspensions have also failed to achieve prolonged market acceptance dueto issues including difficult fitment to frames, limited access toadjustments, the exposure of critical parts to the weather, acceleratedwear characteristics, difficulty of maintenance, undesirable ride andhandling characteristics, and undesirable aesthetics.

Linkage front suspensions of the past have used shock absorbersincluding dampers and springs. In shock absorber designs using a coilspring, normal practice is to attach a coil spring to the damper body,such that the coil spring is situated outboard and concentric to thedamper. This outboard and concentric arrangement of the coil spring withrelation to the damper is referred to as a concentric shock absorber orshock absorber having a concentric configuration, and forces compromisesin suspension design. These compromises can include a necessarily largeoverall diameter of the shock absorber which results in a large size anddifficult fitment, or can require extremely small diameter damperpistons which impart detrimental damper performance, or can requireextremely large coil spring diameters which impart weight andperformance penalties. Due to the necessarily large overall diameter ofthe concentric shock absorber, many linkage front suspensions of thepast have been forced to mount the shock absorber external to thesuspension, and exposed to the weather. These suspensions using externalshock absorbers have an unrefined and undesirable aesthetic, along withthe performance disadvantages that come with the external and concentricshock absorber arrangements.

SUMMARY

In accordance with one exemplary aspect, a suspension assembly for acycle includes a steering fork having a steering axis and a first arm.The first arm has a first end and a second end, and includes a first armfixed pivot and a first arm shock pivot. The suspension assembly alsoincludes a shock link having a shock link fixed pivot and a shock linkfloating pivot spaced apart from one another. The shock link is operablyconnected to the first arm fixed pivot at the shock link fixed pivotsuch that the shock link is rotatable, pivotable, or bendable about theshock link fixed pivot and the shock link fixed pivot remains in a fixedlocation relative to the first arm while the shock link floating pivotis movable relative to the first arm. The suspension assembly alsoincludes a shock absorber having an inline configuration, a coil spring,a first shock mount, and a second shock mount, the first shock mountbeing operably connected to the first arm shock pivot and the secondshock mount being operably connected to a shock connection pivot locatedbetween the shock link fixed pivot and the shock link floating pivotalong a length of the shock link. The suspension assembly also includesa wheel carrier having a wheel carrier first pivot and a wheel carriersecond pivot spaced apart from one another along a length of the wheelcarrier. A wheel mount on the wheel carrier is adapted to be connectedto a wheel and the wheel carrier first pivot is operably connected tothe shock link floating pivot so that the wheel carrier second pivot isrotatable, pivotable, flexible or bendable about the wheel carrier firstpivot relative to the shock link floating pivot. The suspension assemblyalso includes a control link having a control link floating pivot and acontrol link fixed pivot. The control link floating pivot is operablyconnected to the wheel carrier second pivot, and the control link fixedpivot is operably connected to the first arm control pivot such that thecontrol link floating pivot is rotatable, pivotable, flexible, orbendable about the control link fixed pivot, which remains in a fixedlocation relative to the first arm control pivot. The fixed pivots andthe floating pivots are arranged in a trailing configuration where eachof the fixed pivots is forward of the corresponding floating pivot inthe forward direction of travel. A mechanical trail distance, which is adistance between a ground contact point of a wheel connected to thewheel mount and the steering axis, increases as the suspension assemblycompresses relative to a fully extended state.

BRIEF DESCRIPTION OF THE DRAWINGS

FIG. 1A is a side view of a cycle including a front wheel suspensionassembly constructed according to the teachings of the disclosure.

FIG. 1B is a side view of an alternate embodiment of a cycle including afront wheel suspension assembly constructed according to the teachingsof the disclosure, the cycle of FIG. 1B including a rear wheelsuspension assembly.

FIG. 2 is a close up side view of the front wheel suspension assembly ofFIG. 1.

FIG. 3 is a side exploded view of the front wheel suspension assembly ofFIG. 2.

FIG. 4A is a side cut-away view of a first embodiment of a shockabsorber of the wheel suspension assembly of FIG. 2.

FIG. 4B is a side cut-away view of a second embodiment of a shockabsorber of the wheel suspension assembly of FIG. 2.

FIG. 4C is a side cut-away view of a third embodiment of a shockabsorber of the wheel suspension assembly of FIG. 2.

FIG. 5A is a side schematic view of the embodiment of a wheel suspensionassembly of FIG. 2, having the shock absorber of FIG. 4A.

FIG. 5B is a side schematic view of the embodiment of a wheel suspensionassembly of FIG. 2, having the shock absorber of FIG. 4B or 4C.

FIG. 6 A is a perspective view of a first embodiment of a pivot of thewheel suspension assembly of FIG. 2.

FIG. 6B is a side view of a second embodiment of a pivot of the wheelsuspension assembly of FIG. 2.

FIG. 6C is an exploded view of a third embodiment of a pivot of thewheel suspension assembly of FIG. 2.

FIG. 6D is a side view of a fourth embodiment of a pivot of the wheelsuspension assembly of FIG. 2.

FIG. 7 is a close up side view of the first arm of the front wheelsuspension assembly of FIG. 2 in a fully extended state.

FIG. 8 is a close up side view of the first arm of the front wheelassembly of FIG. 2 in a partially compressed intermediate state.

FIG. 9 is a close up side view of the first arm of the front wheelsuspension assembly of FIG. 2 in a further compressed state.

FIG. 10 is a close up side view of a first arm of an alternateembodiment of a front wheel suspension assembly in a fully extendedstate.

FIG. 11 is a close up side view of the first arm of the front wheelassembly of FIG. 10 in a partially compressed intermediate state.

FIG. 12 is a close up side view of the first arm of the front wheelsuspension assembly of FIG. 10 in a further compressed state.

DETAILED DESCRIPTION

The present invention is not to be limited in scope by the specificembodiments described below, which are intended as exemplaryillustrations of individual aspects of the invention. Functionallyequivalent methods and components fall within the scope of theinvention. Indeed, various modifications of the invention, in additionto those shown and described herein, will become apparent to thoseskilled in the art from the foregoing description. Such modificationsare intended to fall within the scope of the appended claims. Throughoutthis application, the singular includes the plural and the pluralincludes the singular, unless indicated otherwise. All citedpublications, patents, and patent applications are herein incorporatedby reference in their entirety.

As used herein, the terms “suspension assembly compression” and“suspension assembly displacement” are used interchangeably. The terms“suspension assembly compression” and “suspension assembly displacement”refer to movement and articulation of the suspension assembly duringcompression and extension of the shock absorber. More specifically,these terms refer to the component of movement, in a direction parallelto a steering axis, of the individual links and pivots of the suspensionassembly. Even more specifically, these terms refer to the movement ofthe wheel mount, on a wheel carrier of the suspension assembly, in adirection parallel to the steering axis. Furthermore, the suspensionassemblies described below are illustrated in fully extended, partiallycompressed, and further compressed states, which also refer tocorresponding relative displacements of the suspension assembly (e.g.,no displacement, partial displacement, and further displacement beyondthe partial displacement state). It should be understood that a riderwould only experience riding a cycle that is in a fully compressed statefor a very short period of time (on the order of milliseconds) as thesuspension assembly will naturally and substantially instantaneouslyequilibrates to a state with less compression than the fully compressedstate as the suspension assembly responds to changing riding conditions.

Turning now to FIG. 1A, a cycle 10 includes a frame 12, a front wheel 14rotatably connected to a fork 30, which can be bifurcated or singlesided, and a rear wheel 16 rotatably connected to the frame 12. The rearwheel 16 is drivable by a drive mechanism, such as a chain 18 connectedto a wheel sprocket 20 and to a chainring 22, so that driving force maybe imparted to the rear wheel 16. The fork 30, allows the front wheel 14to deflect in response to ground conditions as a rider rides the cycleand to improve handling and control during riding. To improve handlingcharacteristics, the fork 30 and the front wheel 14 may be operablyconnected to a suspension assembly or linkage 46. The frame 12 mayoptionally include a rear wheel suspension assembly (not shown in FIG.1A), which may allow the rear wheel 16 to deflect in response to groundconditions as a rider rides the cycle and to improve handling andcontrol during riding.

Turning now to FIG. 1B, a cycle 10 includes a frame 12, a front wheel 14rotatably connected to a fork 30, which can be bifurcated or singlesided, and a rear wheel 16 rotatably connected to the frame 12. The fork30 and the front wheel 14 may be operably connected to a suspensionassembly or linkage 46. The rear wheel 16 is drivable by a drivemechanism, such as a chain 18 connected to a wheel sprocket 20 and to achainring 22, so that driving force may be imparted to the rear wheel16. The fork 30, allows the front wheel 14 to deflect in response toground conditions as a rider rides the cycle and to improve handling andcontrol during riding. The frame 12 may optionally include a rear wheelsuspension assembly 24, which may allow the rear wheel 16 to deflect inresponse to ground conditions as a rider rides the cycle and to improvehandling and control during riding.

As illustrated in FIGS. 2-4, the fork 30 includes a first arm 32operably connected to a steering shaft 34. The steering shaft 34includes a steering axis S that is formed by a central axis of thesteering shaft 34. The first arm 32 has a first end and 36 a second end38, the first arm 32 including a first arm fixed pivot 40 and a firstarm shock pivot 42. The first arm shock pivot 42 operably connects asuspension device, such as a shock absorber 44 to the first arm 32. Forexample, the first arm shock pivot 42 allows relative motion, in thiscase rotation, between the shock absorber 44 and the first arm 32. Inother embodiments, other types of relative motion, such as flexure ortranslation, between the shock absorber 44 and the first arm 32 may beemployed. The first arm fixed pivot 40 pivotably connects one element ofthe linkage 46, as discussed further below, to the first arm 32.

A shock link 50 is pivotably connected to the first arm fixed pivot 40.The shock link 50 includes a shock link fixed pivot 52 and a shock linkfloating pivot 54 spaced apart from one another along a length of theshock link 50. The shock link 50 is pivotably connected to the first armfixed pivot 40 at the shock link fixed pivot 52 such that the shock link50 is rotatable about the shock link fixed pivot 52 and the shock linkfixed pivot 52 remains in a fixed location relative to the first arm 32,while the shock link floating pivot 54 is movable relative to the firstarm 32.

A pivot, as used herein, includes any connection structure that may beused to operably connect one element to another element, and that allowsrelative movement between the connected components. An operativeconnection may allow for one component to move in relation to anotherwhile constraining movement in one or more degrees of freedom. Forexample, the one degree of freedom may be pivoting about an axis. In oneembodiment, a pivot may be formed from a journal or through hole in onecomponent and an axle in another component. In other examples, pivotsmay include ball and socket joints. Yet other examples of pivotsinclude, but are not limited to singular embodiments and combinationsof, compliant mounts, sandwich style mounts, post mounts, bushings,bearings, ball bearings, plain bearings, flexible couplings, flexurepivots, journals, holes, pins, bolts, and other fasteners. Also, as usedherein, a fixed pivot is defined as a pivotable structure that does notchange position relative the first arm 32. As used herein, a floatingpivot is defined as a pivot that is movable (or changes position)relative to another element, and in this case, is movable relative tofirst arm 32.

The suspension assembly or linkage 46 is configured in a trailingorientation. A trailing orientation is defined herein as a linkage thatincludes a fixed pivot that is forward of the corresponding floatingpivot when the cycle is traveling in the forward direction of travel asrepresented by arrow A in FIGS. 1A and 1B. In other words, the floatingpivot trails the fixed pivot when the cycle is traveling in the forwarddirection of travel. For example, in the illustrated embodiment, theshock link fixed pivot 52 is forward of the shock link floating pivot54. The disclosed suspension assembly or linkage 46 is alsocharacterized as a multi-link suspension assembly having a plurality ofinterconnected links in which any part of the front wheel 14 is directlyconnected to a link in the plurality of interconnected links that is notdirectly connected to the fork 30.

The shock absorber 44 includes a first shock mount 56 and a second shockmount 58, the first shock mount 56 being pivotably connected to thefirst arm shock pivot 42, the second shock mount 58 being pivotablyconnected to a shock connection pivot 60 located between the shock linkfixed pivot 52 and the shock link floating pivot 54 along a length ofthe shock link 50. The shock absorber 44 can also include a coil spring92, a spring body 88, a damper 94 having a damper body 89, an inshaft80, and an outshaft 90, a damper piston 83, a spring perch 81, and ashaft seal 85. In the art, a damper may also be referred to as a dashpotand a coil spring may also be referred to as a mechanical spring.

The inshaft 80 and the outshaft 90 can comprise a singular component orplurality of components, and may be combined with other components. Insome embodiments, the damper piston 83 may be connected to or include aportion or the entirety of the inshaft 80 or the outshaft 90. In someembodiments, the damper piston 83 has a greater radial cross-sectionalarea than the inshaft 80 or the outshaft 90. The inshaft 80 and theoutshaft 90 can extend between and through the shaft seal 85 to operablyconnect the coil spring 92 with the damper 94 to provide concurrentmovement of the inshaft 80, the outshaft 90, the spring perch 81, andthe damper piston 83 during suspension compression and extension.

The damper piston 83 mates to or includes a damper piston seal 93. Insome embodiments, the damper piston seal 93 may comprise; multiple, orcombinations of glide ring, wear band, o-ring. X-ring, Q ring, quadring, Teflon seal, cap seal, piston ring, solid piston, T seal, V ring,U cup, urethane seal, PSQ seal, preloaded piston band, or other type ofband or seal. The damper piston seal 93 is intended to seal dampingfluid between each side of the damper piston 83, while allowing axialmovement of the damper piston 83 and therefore axial movement of theinshaft 80 and/or the outshaft 90.

In certain embodiments, the coil spring 92 has certain advantages overother types of springs. The coil spring 92 uses a helically arrangedmetal wire, fiber composite, or metal band, which is able to storeenergy and subsequently release said energy due to compression andextension, and outputs a force at the spring perch 81. A coil spring 92has a spring rate which is measured as force divided by displacement. Incertain embodiments, a coil spring 92 can have a progressive or linearspring rate, providing a linear initial spring rate, which allows thewheel to track small variations in road or terrain conditions. Incertain embodiments, a user can change the static compressed length ofthe coil spring 92, otherwise known as preload, and therefore the forceoutput at the spring perch 81. In certain other embodiments, the usercan exchange the coil spring 92 with an alternate spring of higher orlower spring rate. This allows the user to tailor output force based ontheir preference or to meet the requirements of varying terrainconditions.

The spring perch 81 can be connected to or include a portion or theentirety of the inshaft 80, the outshaft 90, the spring body 88, or thedamper body 89. In preferred embodiments, the spring perch 81 has agreater radial cross-sectional area than the inshaft 80 or the outshaft90. In certain other preferred embodiments, the spring perch 81 has alesser radial cross-sectional area than the damper piston 83. In certainembodiments, the spring body 88 can transmit load between the damperbody 89 and the first shock mount 56. In certain embodiments, the springbody 88 can be an enclosed volume or an unenclosed volume. In certainembodiments, the spring body 88 comprises a rod, or a structural memberthat can transmit load.

The shock absorber 44 includes the shaft seal 85. The shaft seal 45 isused to seal damping fluid or air inside the damper body 89 or springbody 88 while allowing axial movement of an inshaft 80 and/or theoutshaft 90. The shaft seal 45 can be located at one end of a springbody 88, while sealing gas inside the spring body 88 and allowing axialmovement of an inshaft 80 or the outshaft 90. The shaft seal 45 can belocated at one or more ends of the damper body 89, while sealing dampingfluid inside the damper body 89 and allowing axial movement of theinshaft 80 or of the outshaft 90.

A wheel carrier 62 includes a wheel carrier first pivot 64 and a wheelcarrier second pivot 66 spaced apart from one another along a length ofthe wheel carrier 62. Both the wheel carrier first pivot 64 and thewheel carrier second pivot 66 are floating pivots, as they both moverelative to the first arm 32. A wheel mount 68 is adapted to beconnected to a center of a wheel, for example the front wheel 14. In thedisclosed embodiment, a center of the front wheel 14 is rotatablyconnected to the wheel mount 68. The wheel carrier first pivot 64 ispivotably connected to the shock link floating pivot 54 so that thewheel carrier second pivot 66 is pivotable about the wheel carrier firstpivot 64 relative to the shock link floating pivot 54.

A control link 70 includes a control link floating pivot 72 and acontrol link fixed pivot 74. The control link floating pivot 72 ispivotably connected to the wheel carrier second pivot 66, and thecontrol link fixed pivot 74 is pivotably connected to a first armcontrol pivot 76 located on the first arm 32 such that the control linkfloating pivot 72 is pivotable about the control link fixed pivot 74,which remains in a fixed location relative to the first arm controlpivot 76.

In some embodiments, the shock connection pivot 60 is closer to theshock link fixed pivot 52 than to the shock link floating pivot 54, asillustrated in FIGS. 2 and 3. As a function of suspension compressionand link movement, a perpendicular distance D between a central axis Iof an inshaft 80 of the shock absorber 44 and a center of the shock linkfixed pivot 52 varies as the shock absorber 44 is compressed andextended, as the shock absorber pivots about the first shock mount 56.This pivoting and varying of the perpendicular distance D allows theleverage ratio and motion ratio to vary as the shock absorber 44compresses and extends. As a function of suspension compression and linkmovement, a mechanical trail distance T varies as the shock absorber 44compresses and extends. The mechanical trail distance T is defined asthe perpendicular distance between the steering axis S and the contactpoint 82 of the front wheel 14 with the ground 84. More specifically, asthe suspension compresses, beginning at a state of full extension, themechanical trail distance T increases, thus increasing stability duringcompression. Compression is usually experienced during braking,cornering, and shock absorbing, all of which benefit from increasedstability that results from the mechanical trail distance increase.

Mechanical trail (or “trail”, or “caster”) is an important metricrelating to handling characteristics of two-wheeled cycles. Mechanicaltrail is a configuration in which the wheel is rotatably attached to afork, which has a steering axis that is offset from the contact point ofthe wheel with the ground. When the steering axis is forward of thecontact point, as in the case of a shopping cart, this configurationallows the caster wheel to follow the direction of cart travel. If thecontact point moves forward of the steering axis (for example whenreversing direction of a shopping cart), the directional control becomesunstable and the wheel spins around to the original position in whichthe contact point trails the steering axis. The friction between theground and the wheel causes a self-righting torque that tends to forcethe wheel to trail the steering axis. The greater the distance betweenthe contact point and perpendicular to the steering axis, the moretorque is generated, and the greater the stability of the system.Similarly, the longer the distance between the cycle wheel contact pointand perpendicular to the steering axis, the more torque is generated,and the greater the stability of the system. Conversely, the shorter thedistance between the cycle wheel contact point and perpendicular to thesteering axis, the less torque is generated, and the lower the stabilityof the system.

This caster effect is an important design characteristic in cycles.Generally, the caster effect describes the cycle rider's perception ofstability resulting from the mechanical trail distance described above.If the wheel gets out of line, a self-aligning torque automaticallycauses the wheel to follow the steering axis again due to theorientation of the wheel ground contact point being behind the steeringaxis of the fork. As the contact point of the wheel with the ground ismoved further behind the steering axis, self aligning torque increases.This increase in stability is referred to herein as the caster effect.

In the disclosed wheel suspension assembly, when the suspension is at astate of full extension, the steering axis of the fork 30 projects aheadof the contact point 82. As the suspension assembly moves towards astate of full compression, the steering axis S projects farther ahead ofthe contact point 82, which results in the stability increasing. Thisincreased stability stands in contrast to known telescopic fork cycles,which experience reduced trail and thus reduced stability duringcompression.

Leverage ratios or motion ratios are important metrics relating toperformance characteristics of some suspensions. In certain embodiments,a shock absorber can be compressed at a constant or variable rate as thesuspension moves at a constant rate towards a state of full compression.As a wheel is compressed, incremental suspension compression distancemeasurements are taken. Incremental suspension compression distance ismeasured from the center of the wheel at the wheel rotation axis andparallel with the steering axis, starting from a state of fullsuspension extension, and moving towards a state of full suspensioncompression. These incremental measurements are called the incrementalsuspension compression distance. A shock absorber length can be changedby wheel link, and/or brake link, and/or control link movements as thesuspension compresses. At each incremental suspension compressiondistance measurement, a shock absorber length measurement is taken. Therelationship between incremental suspension compression distance changeand shock absorber length change for correlating measurements of thesuspension's compression is called leverage ratio or motion ratio.Leverage ratio and motion ratio are effectively equivalent butmathematically different methods of quantifying the effects of variablesuspension compression distance versus shock compression distance.Overall leverage ratio is the average leverage ratio across the entirerange of compression. Overall leverage ratio can be calculated bydividing the total suspension compression distance by the total shockabsorber compression distance. Overall motion ratio is the averagemotion ratio across the entire range of compression. Overall motionratio can be calculated by dividing the total shock absorber compressiondistance by the total suspension compression distance.

Generally, a suspended wheel has a compressible wheel suspension traveldistance that features a beginning travel state where the suspension iscompletely uncompressed to a state where no further suspension extensioncan take place, and an end travel state where a suspension is completelycompressed to a state where no further suspension compression can takeplace. At the beginning of the wheel suspension travel distance, whenthe suspension is in a completely uncompressed state, the shock absorberis in a state of least compression, and the suspension is easilycompressed. As the suspended wheel moves compressively, force at thewheel changes in relation to shock absorber force multiplied by aleverage ratio. A leverage ratio is defined as the ratio of compressivewheel travel change divided by shock absorber measured length changeover an identical and correlating given wheel travel distance. A motionratio is defined as the ratio of shock absorber measured length changedivided by compressive wheel travel change over an identical andcorrelating given wheel travel distance.

In known telescopic forks no leverage ratio exists and, the leverageratio is always equivalent to 1:1 due to the direct coupling of thewheel to the shock absorber.

A leverage ratio curve is a graphed quantifiable representation ofleverage ratio versus wheel compression distance or percentage of fullcompression distance. Wheel compression distance, suspensioncompression, or wheel travel is measured from the center of the wheel atthe wheel rotation axis and parallel with the steering axis, with theinitial 0 percent measurement taken at full suspension extension withthe vehicle unladen. As a suspension is compressed from a state of fullextension to a state of full compression at a constant rate,measurements of shock absorber length are taken as the shortest distancebetween a first shock pivot and a second shock pivot at equal incrementsof suspension compression. When graphed as a curve on a Cartesian graph,leverage ratio is shown on the Y axis escalating from the x axis in apositive direction, and vertical wheel travel is shown on the X axisescalating from the Y axis in a positive direction.

A motion ratio curve is a graphed quantifiable representation of motionratio versus wheel compression distance or percentage of fullcompression distance. Wheel compression distance, suspensioncompression, or wheel travel is measured from the center of the wheel atthe wheel rotation axis and parallel with the steering axis, with theinitial 0 percent measurement taken at full suspension extension withthe vehicle unladen. As a suspension is compressed from a state of fullextension to a state of full compression, measurements of shock absorberlength are taken as the shortest distance between a first shock pivotand a second shock pivot at equal increments of suspension compression.When graphed as a curve on a Cartesian graph, motion ratio is shown onthe Y axis escalating from the x axis in a positive direction, andvertical wheel travel is shown on the X axis escalating from the Y axisin a positive direction.

In certain embodiments, a leverage ratio or motion ratio curve can bebroken down into three equal parts in relation to wheel compressiondistance or vertical wheel travel, a beginning ⅓ (third), a middle ⅓,and an end ⅓. In certain embodiments, a beginning ⅓ can comprise apositive slope, zero slope, and or a negative slope. In certainembodiments, a middle ⅓ can comprise a positive slope, zero slope, andor a negative slope. In certain embodiments, an end ⅓ can comprise apositive slope, zero slope, and or a negative slope. Certain preferredleverage ratio embodiments can comprise a beginning ⅓ with a positiveslope, a middle ⅓ with a less positive slope, and an end ⅓ with a morepositive slope. Certain preferred leverage ratio embodiments cancomprise a beginning ⅓ with a negative slope, a middle ⅓ with negativeand zero slope, and an end ⅓ with a positive slope. Certain preferredleverage ratio embodiments can comprise a beginning ⅓ with a positiveand negative slope, a middle ⅓ with negative and zero slope, and an end⅓ with a positive slope. Certain preferred leverage ratio embodimentscan comprise a beginning ⅓ with a positive and negative slope, a middle⅓ with negative and zero slope, and an end ⅓ with a more negative slope.Certain preferred motion ratio embodiments can comprise a beginning ⅓with a negative slope, a middle ⅓ with a less negative slope, and an end⅓ with a more negative slope. Certain preferred motion ratio embodimentscan comprise a beginning ⅓ with a positive slope, a middle ⅓ withpositive and zero slope, and an end ⅓ with a negative slope. Certainpreferred motion ratio embodiments can comprise a beginning ⅓ with anegative and positive slope, a middle ⅓ with positive and zero slope,and an end ⅓ with a negative slope. Certain preferred motion ratioembodiments can comprise a beginning ⅓ with a negative and positiveslope, a middle ⅓ with positive and zero slope, and an end ⅓ with a morepositive slope.

In contrast to telescopic suspensions, the disclosed wheel suspensionassembly provides a greater than 1:1 overall leverage ratio between theshock absorber 44 and the shock link 50, due to the indirect coupling(through the linkage 46) of the wheel 14 and the shock absorber 44. Incontrast to telescopic suspensions, the disclosed wheel suspensionassembly provides a less than 1:1 overall motion ratio between the shockabsorber 44 and the shock link 50, due to the indirect coupling (throughthe linkage 46) of the wheel 14 and the shock absorber 44. Additionally,because of the movement arcs of the various linkage elements, at anygiven point during compression, instantaneous leverage ratio and motionratio can vary non-linearly.

The central axis I of the inshaft 80 of the shock absorber 44 isarranged to form an angle B of between 0° and 20° relative to a centralaxis F of the first arm 32, the central axis F of the first arm 32 beingdefined by a line formed between the first arm shock pivot 42 and thefirst arm fixed pivot 40. In other embodiments, the central axis I ofthe inshaft 80 of the shock absorber 44 forms an angle with the centralaxis F of the first arm 32 of between 0° and 15°. In other embodiments,the central axis I of the inshaft 80 of the shock absorber 44 forms anangle with the central axis F of the first arm 32 of between 0° and 30°.The angle B may vary within these ranges during compression andextension.

In some embodiments, the first arm 32 includes a hollow portion 86 andthe shock absorber 44 is located at least partially within the hollowportion 86 of the first arm 32.

The shock link fixed pivot 52 is offset forward of the central axis I ofthe inshaft 80 of the shock absorber 44. In other words, the centralaxis I of the inshaft 80 of the shock absorber 44 is positioned betweenthe shock link fixed pivot 52 and the shock link floating pivot 54 in aplane defined by the central axis I of the inshaft 80, the shock linkfixed pivot 52 and the shock link floating pivot 54 (i.e., the planedefined by the view of FIG. 2).

A line between the wheel carrier first pivot 64 and the wheel carriersecond pivot 66 defines a wheel carrier axis WC, and the wheel mount 68is offset from the wheel carrier axis WC in a plane defined by the wheelcarrier axis WC and the wheel mount 68 (i.e., the plane defined by theview of FIG. 3). In some embodiments, the wheel mount 68 is offset fromthe wheel carrier axis WC towards the first arm 32, for example theembodiment illustrated in FIGS. 2 and 3. In other embodiments, the wheelmount 68 may be offset from the wheel carrier axis WC away from thefirst arm 32.

In the embodiment of FIGS. 2 and 3, the wheel mount 68 is located aft ofthe shock link fixed pivot 52, such that the central axis I of theinshaft 80 of the shock absorber 44 is located between the wheel mount68 and the shock link fixed pivot 52 in a plane defined by the centralaxis I of the inshaft 80 of the shock absorber 44, the wheel mount 68and the shock link fixed pivot 52 (i.e., the plane defined by the viewof FIG. 2).

Turning now to FIG. 4A, the shock absorber 44 may include an inlineshock absorber having the damper body 89 and the coil spring 92sequentially arranged along a substantially common central axis.

The damper body 89 and the coil spring 92 shall be considered to beinline and arranged sequentially along a substantially common centralaxis when a central axis of the coil spring 92 and a central axis of thedamper body 89 are offset from one another by a maximum of 100% of theoutside diameter of the inshaft 80. In other embodiments, the damperbody 89 and the coil spring 92 are offset from one another by a maximumof 50% of the outside diameter of the inshaft 80. In other embodiments,the damper body 89 and the coil spring 92 are offset from one another bya maximum of 33% of the outside diameter of the inshaft 80. In yet otherembodiments, the damper body 89 and the coil spring 92 are offset fromone another by a maximum of 25% of the outside diameter of the inshaft80. In a preferred embodiment, the damper body 89 and the spring body 88share a common central axis.

The inshaft 80 extends from the damper body 89, and the outshaft 90extends into the damper body 89 and actuates the spring perch 81. Thesecond shock mount 58 is formed at one end of the inshaft 80, and theinshaft 80 is pivotably connected to the shock connection pivot 60 bythe second shock mount 58 such that the inshaft 80 and the outshaft 90are compressible and extendable relative to the damper body 89 as theshock link 50 pivots about the shock link fixed pivot 52. In theembodiments of FIG. 4A, the damper body 89 is located between the coilspring 92 and the second shock mount 58.

The shock absorber 44 includes a spring perch 81. The shock absorber 44includes a shaft seal 85. The shaft seal 85 is used to seal dampingfluid or air inside the damper body 89 and/or inside the spring body 88while allowing axial movement of the inshaft 80 and/or the outshaft 90.The shaft seal 85 can be located at one end of the damper body 89, whilesealing damping fluid inside the damper body 89 and allowing axialmovement of the outshaft 90. The shaft seal 85 can be located at one endof the damper body 89, while sealing damping fluid inside the damperbody 89 and allowing axial movement of an inshaft 80. The shock absorber44 may include one or any combination of shaft seals 85 at the locationsdescribed above.

Turning now to FIG. 4B, the shock absorber 44 may include an inlineshock absorber having the damper body 89 and the coil spring 92sequentially arranged along a substantially common central axis. Theshock absorber may further include the inshaft 80 that extends from thespring body 88, and the outshaft 90 that extends into the damper body 89and into the spring body 88. The second shock mount 58 is formed at oneend of the inshaft 80, and the inshaft 80 is pivotably connected to theshock connection pivot 60 by the second shock mount 58 such that theinshaft 80 and the outshaft 90 are compressible and extendable relativeto the damper body 89 as the shock link 50 pivots about the shock linkfixed pivot 52.

FIG. 4B differs from the embodiment of FIG. 4A in that the coil spring92 is between the damper body 89 and the second shock mount 58. In theembodiments of FIG. 4A, the damper body 89 was located between the coilspring 92 and the second shock mount 58. The shock absorber 44 includesthe spring perch 81. The shock absorber 44 includes the shaft seal 85.The shaft seal 85 is used to seal damping fluid or air inside the damperbody 89 and/or the spring body 88 while allowing axial movement of theinshaft 80 and/or the outshaft 90. The shock absorber 44 may include oneor any combination of shaft seals 85 at the locations described above.

Turning now to FIG. 4C, the shock absorber 44 may include an inlineshock absorber having the coil spring 92 and the damper body 89sequentially arranged along a substantially common central axis. Theshock absorber may further include the inshaft 80 that extends throughthe coil spring 92, and into the damper body 89. The spring perch 81locates the coil spring 92 in relation to the inshaft 80. The secondshock mount 58 is formed at one end of the inshaft 80, and the inshaft80 is pivotably connected to the shock connection pivot 60 by the secondshock mount 58 such that the inshaft 80 is compressible and extendablerelative to the damper body 89 as the shock link 50 pivots about theshock link fixed pivot 52. The embodiment of FIG. 4C differs from theembodiment of FIG. 4A in that the coil spring 92 is between the damperbody 89 and the second shock mount 58. In the embodiments of FIG. 4A,the damper body 89 was located between the coil spring 92 and the secondshock mount 58.

The shock absorber 44 includes the spring perch 81. The shock absorber44 includes the shaft seal 85. The shaft seal 85 is used to seal dampingfluid or air inside the spring body 88 and/or the damper body 89 whileallowing axial movement of the inshaft 80 and/or the outshaft 90. Theshock absorber 44 may include one or any combination of shaft seals 85at the locations described above.

FIG. 5A illustrates the wheel suspension assembly of FIG. 2, with theshock absorber of FIG. 4A, in engineering symbols that distinguish amechanical spring 47 (in this case a coil spring) and a dashpot 49 (ordamper) of the shock absorber 44. The body of the dashpot 49 and one endof the mechanical spring 47 are connected to the first shock mount 56 tooperably connect the coil spring with the damper to provide concurrentmovement of the spring and the damper components during suspensioncompression and extension. The mechanical spring 47 is located above thedashpot 49 in an inline configuration in this embodiment.

FIG. 5B illustrates the wheel suspension assembly of FIG. 2, with theshock absorber of FIG. 4B or 4C, in engineering symbols that distinguishthe mechanical spring 47 and the dashpot 49 of the shock absorber 44.The body of the dashpot 49 and one end of the mechanical spring 47 areconnected to the first shock mount 56 to operably connect the coilspring with the damper to provide concurrent movement of the spring andthe damper components during suspension compression and extension. Thedashpot 49 is located above the mechanical spring 47 in an inlineconfiguration in this embodiment.

Returning now to FIGS. 2-4, the control link 70 is pivotably mounted tothe first arm 32 at the first arm control pivot 76 that is locatedbetween the first arm fixed pivot 40 and the first arm shock pivot 42,along a length of the first arm 32.

Turning now to FIGS. 6A-6D, several embodiments of structures areillustrated that may be used as the pivots (fixed and/or floating)described herein.

FIG. 6A illustrates a cardan pivot 100. The cardan pivot includes afirst member 101 and a second member 102 that are pivotably connected toone another by yoke 105 which comprises a first pin 103 and a second pin104. As a result, the first member 101 and the second member 102 maymove relative to one another about an axis of the first pin 103 and/orabout an axis of the second pin 104.

FIG. 6B illustrates a flexure pivot 200. The flexure pivot 200 includesa flexible portion 203 disposed between a first member 201 and a secondmember 202. In the illustrated embodiment, the first member 201, thesecond member 202, and the flexible portion 203 may be integrallyformed. In other embodiments, the first member 201, the second member202, and the flexible portion 203 may be separate elements that areconnected to one another. In any event, the flexible portion 203 allowsrelative motion between the first member 201 and the second member 202about the flexible portion 203. The flexible portion 203 is moreflexible than the members 201 and 202, permitting localized flexure atthe flexible portion 203. In the illustrated embodiment, the flexibleportion 203 is formed by a thinner portion of the overall structure. Theflexible portion 203 is thinned sufficiently to allow flexibility in theoverall structure. In certain embodiments, the flexible portion 203 isshorter than 100 mm. In certain embodiments, the flexible portion 203 isshorter than 70 mm. In certain embodiments, the flexible portion 203 isshorter than 50 mm. In certain embodiments, the flexible portion 203 isshorter than 40 mm. In certain preferred embodiments, the flexibleportion 203 is shorter than 30 mm. In certain other preferredembodiments, the flexible portion 203 is shorter than 25 mm.

FIG. 6C illustrates a bar pin pivot 300. The bar pin pivot includes afirst bar arm 301 and a second bar arm 302 that are rotatably connectedto a central hub 303. The central hub 303 allows the first bar arm 301and the second bar arm 302 to rotate around a common axis.

FIG. 6D illustrates a post mount pivot 400. The post mount pivot 400includes a mounting stem 401 that extends from a first shock member 402.The mounting stem 401 is connected to a structure 407 by a nut 404, oneor more retainers 405, and one or more grommets 406. The first shockmember 402 is allowed relative movement by displacement of the grommets406, which allows the mounting stem 401 to move relative to a structure407 in at least one degree of freedom.

Turning to FIGS. 7-12, generally, as the suspension assembly 46initially compresses (e.g., one or more links of the suspension assemblyhas a component of movement in a direction 510 that is substantiallyparallel to the steering axis S), a mechanical trail distance Tinitially increases due to the angular change in the steering axis S,which projects a bottom of the steering axis forward, relative to thewheel contact point 82 with the ground 84. This increase in mechanicaltrail distance T also increases the caster effect by creating a largermoment arm, between the steering axis 82 and the wheel contact point 82,to correct off-center deflections of the wheel 14. As a result, thewheel 14 becomes more statically and dynamically stable as thesuspension assembly 46 compresses and the mechanical trail distance Tincreases. For example, for each embodiment disclosed herein, whensuspension assembly compression is initiated (relative to anuncompressed state), mechanical trail distance T increases. Mechanicaltrail distance T may increase, for example continuously increase, from aminimum value in the uncompressed state of the suspension assembly to amaximum value in the fully compressed state of the suspension assembly.In other embodiments, mechanical trail distance T may increase initiallyfrom the uncompressed state of the suspension assembly to a maximumvalue at a partially compressed intermediate state of the suspensionassembly, and then mechanical trail distance T may decrease from themaximum value as the suspension assembly 46 continues compression fromthe partially compressed intermediate state to the fully compressedstate.

When the disclosed suspension assembly 46 is at a fully extended state(e.g., uncompressed), as illustrated in FIG. 7, for example, thesteering axis S projects ahead of the contact point 82, where the wheel14 contacts the ground 84. In various states of compression betweenuncompressed and fully compressed, suspension assembly compression canbe measured as a component of linear distance that the wheel mount 68moves in a travel direction 510 aligned with and parallel to thesteering axis S.

As the suspension assembly 46 initially begins to compress, thesuspension assembly 46 moves through a partially compressed intermediatestate, as illustrated in FIG. 8. In the partially compressedintermediate state illustrated in FIG. 8, the steering axis S projectsfarther ahead of the contact point 82 than in the fully extended stateof FIG. 7, which results in a decrease of an offset distance 515 of thewheel mount and a corresponding increase in the mechanical traildistance T. In the embodiment of FIGS. 7-9, the offset distance 515,which is defined as the perpendicular distance between the steering axisS and a center of the wheel mount 68 of the front wheel 14, decreases asthe suspension assembly 46 compresses. The offset distance 515 generallydecreases during suspension assembly compression because the wheel mount68 moves in the aft direction, to the left in FIGS. 7-9. In otherembodiments, for example in the embodiments of FIGS. 10-12, as thesuspension assembly 46 compresses, beginning at a state of fullextension, the offset distance 515 can increase or decrease (e.g., moveforward or aft (right or left respectively in FIGS. 10-12)), duringsuspension compression, depending on variables including wheel 14diameter, steering angle 520, and initial mechanical trail distance T.

The mechanical trail distance T is larger in the partially compressedintermediate state of FIG. 8 than in the fully extended state of FIG. 7.This increase in mechanical trail distance T results in increasedstability, as described above. This increased mechanical trail distanceT, and corresponding increase in stability, is the opposite result ofwhat happens when telescopic fork suspension assemblies compress, whichis a reduced mechanical trail distance and thus, a reduction instability. Increasing mechanical trail distance as the suspensionassembly compresses is a significant performance advantage over existingsuspension assemblies.

As stated above, the increase in mechanical trail distance T as thesuspension assembly 46 compresses advantageously increases wheelstability due to the increased caster effect. Compression is usuallyexperienced during challenging riding conditions, such as braking,cornering, and shock absorbing, all of which benefit from theadvantageously increased stability that results from the mechanicaltrail distance increase observed in the disclosed front wheel suspensionassemblies.

As the suspension assembly 46 moves towards the further compressedstate, for example as illustrated in FIG. 9, the steering axis Sprojects even farther ahead of the contact point 82, which results in afurther decrease of a wheel carrier displacement distance 515 and acorresponding further increase in the mechanical trail distance T. Themechanical trail distance T is larger in the further compressed state ofFIG. 9 than in the fully extended state of FIG. 7 or than in thepartially compressed intermediate state of FIG. 8. This increase inmechanical trail distance T results in further increased stability. Inthe embodiment of FIGS. 7-9, increased mechanical trail distance T, andthus increased stability, occur when the suspension assembly is in thefurther compressed state (FIG. 9). In some embodiments, the mechanicaltrail distance T may decrease between the further compressed state (FIG.9) and a fully compressed state (not shown). In yet other embodiments,the mechanical trail distance T may continue to increase from thefurther compressed state (FIG. 9) to the fully compressed state (notshown).

As a function of suspension compression and link movement, themechanical trail distance T, and the offset distance 515, vary as thesuspension assembly compresses and extends. In some embodiments, themechanical trail distance T may increase, for example continuouslyincrease, from full extension to full compression. In some embodiments,the increase in mechanical trail distance T may occur at a non constant(e.g., increasing or decreasing) rate.

In yet other embodiments (e.g., the embodiment illustrated in FIGS.10-12), the mechanical trail distance T may increase initially as thesuspension assembly compresses to the partially compressed intermediatestate (FIG. 11), which results in an increased mechanical trail distanceT. The partially compressed intermediate state (FIG. 11) is a state ofsuspension assembly compression between the fully extended state (FIG.10) and the fully compressed state (FIG. 12).

In the embodiment of FIGS. 10-12, the wheel carrier 62 includes a wheelmount 68 that is located close to an axis drawn between the wheelcarrier floating pivots 64, 66. This location for the wheel mount 68results in the wheel mount 68 crossing the steering axis duringcompression of the suspension assembly 46.

More specifically, in the fully extended state of FIG. 10, the wheelmount 68 is located on a first side (to the front or right side in FIG.10) of the steering axis S and the offset distance 515 is positive (tothe front or right of the steering axis S). The mechanical traildistance T is correspondingly at a minimum value. As the suspensionassembly 46 compresses to the partially compressed intermediate state(FIG. 11), the wheel mount 68 moves aft (left in FIG. 13) and crossesthe steering axis S to a second side (to the aft or left side in FIG.11) and the offset distance 515 is reduced to the point that it becomesnegative (to the aft or left of the steering axis S). This movementresults in an increase in the mechanical trail distance T to a greatervalue than the mechanical trail distance T of the fully extended state(FIG. 10). As the suspension assembly 46 continues to compress to thefurther compressed state (FIG. 12), the wheel mount 68 again movesforward and crosses the steering axis S back to the first side andbecomes positive again (to the front or right of the steering axis S),which results in a decrease in mechanical trail distance T relative tothe partially compressed intermediate state of FIG. 11. However, themechanical trail distance T at the further compressed state (FIG. 12) isgreater than the mechanical trail distance T in the fully extended state(FIG. 10), but less than the mechanical trail distance in the partiallycompressed intermediate state (FIG. 11).

Generally, as the suspension assemblies 46 described herein compress,the links in the suspension assembly 46 articulate, varying the offsetdistance 515, as described above. The offset distance 515 changes tocounteract a concurrent steering angle 520 change such that themechanical trail distance T is varied as described above.

Herein, particularly with regard to FIGS. 7-12, the disclosed frontwheel suspension assembly is shown and described in various states ofcompression or displacement. It should be understood that the frontwheel displacement of the suspension assemblies described herein doesnot include any effects of a rear wheel suspension assembly. A rearsuspension assembly when present will alter the various relative changesof the offset 515, mechanical trail distance T, the steering angle 520as shown and described during compression of the suspension assembly.Thus, the displacement of the suspension assemblies is shown anddescribed herein as excluding any effects of a rear wheel suspensionassembly. For example, where a rear wheel suspension assembly isincluded on a cycle in combination with a suspension assembly asdisclosed herein, the cycle can be described as being capable of frontwheel suspension assembly displacement as described herein and/or asdemonstrating the front wheel suspension assembly compressioncharacteristics described herein when the rear suspension assemblycharacteristics and effects are subtracted from the overall performanceof the cycle.

The disclosed wheel suspension assemblies can be designed to be lighterin weight, lower in friction, more compliant, safer, and perform betterthan traditional wheel suspension assemblies.

The disclosed wheel suspension assemblies also reduce stiction andincrease stability during braking, cornering, and shock absorption, whencompared to traditional wheel suspension assemblies.

The disclosed wheel suspension assemblies are particularly well suitedto E-bikes. E-bikes are heavier and faster than typical mountain bikes.They are usually piloted by less skilled and less fit riders, andrequire a stronger front suspension to handle normal riding conditions.E-bikes are difficult to build, requiring the challenging integration ofmotors and batteries into frame designs. In many cases, the electricparts are large and unsightly.

E-bikes are typically cost prohibitive to build as well, requiringspecial fittings to adapt motors and batteries. To integrate onecenter-drive motor, the additional cost to the manufacturer is aboutdouble the price of a common bicycle frame. That cost is multiplied andpassed onto the consumer.

The beneficial caster effect described above with respect to thedisclosed wheel suspension assemblies is an important improvement overtraditional wheel suspension assemblies and reduces some of thedrawbacks of E-bikes.

Additionally, because the disclosed wheel suspension assemblies are notconstrained by round stantions, the oval fork legs balance fore-aft andside to side compliance for ultimate traction. Combining superiorchassis stiffness while eliminating stiction gives the disclosed wheelsuspension assemblies a performance advantage over traditional wheelsuspension assemblies.

While a two-wheeled bicycle is disclosed, the disclosed wheel assembliesare equally applicable to any cycle, such as motorcycle, unicycle, ortricycle vehicles.

Furthermore, the disclosed wheel suspension assemblies are easilyretrofittable to traditional cycles.

What is claimed:
 1. A suspension assembly for a cycle, the suspensionassembly comprising: a steering fork having a steering axis and a firstarm, the first arm having a first end and a second end, the first armincluding a first arm fixed pivot and a first arm shock pivot; a shocklink, the shock link having a shock link fixed pivot and a shock linkfloating pivot spaced apart from one another, the shock link beingpivotably connected to the first arm fixed pivot at the shock link fixedpivot such that the shock link is rotatable about the shock link fixedpivot and the shock link fixed pivot remains in a fixed locationrelative to the first arm while the shock link floating pivot is movablerelative to the first arm; an inline shock absorber having a damper bodyand a coil spring, the coil spring being sequentially arranged along asubstantially common central axis with the damper body, the shockabsorber including a first shock mount and a second shock mount, thefirst shock mount being connected to the first arm shock pivot, thesecond shock mount being pivotably connected to a shock connection pivotlocated between the shock link fixed pivot and the shock link floatingpivot along a length of the shock link; a wheel carrier, the wheelcarrier having a wheel carrier first pivot and a wheel carrier secondpivot spaced apart from one another along a length of the wheel carrier,and a wheel mount that is adapted to be connected to a wheel, the wheelcarrier first pivot being pivotably connected to the shock link floatingpivot so that the wheel carrier second pivot is rotatable about thewheel carrier first pivot relative to the shock link floating pivot; anda control link, the control link including a control link floating pivotand a control link fixed pivot, the control link floating pivot beingpivotably connected to the wheel carrier second pivot, and the controllink fixed pivot being pivotably connected to the first arm controlpivot such that the control link floating pivot is rotatable about thecontrol link fixed pivot, which remains in a fixed location relative tothe first arm control pivot, wherein the fixed pivots and the floatingpivots are arranged in a trailing configuration where each of the fixedpivots is forward of the corresponding floating pivot in the forwarddirection of travel, and wherein, a mechanical trail distance, which isa distance between a ground contact point of a wheel connected to thewheel mount and the steering axis, increases as the suspension assemblycompresses relative to a fully extended state.
 2. The suspensionassembly of claim 1, wherein the damper body is located between a springbody and the second shock mount along the common central axis.
 3. Thesuspension assembly of claim 2, further comprising a first shaft seallocated at a first end of the damper body to seal damping fluid or airinside the damper body while allowing axial movement of an inshaft or anoutshaft of the shock absorber.
 4. The suspension assembly of claim 3,further comprising a second shaft seal be located at a second end of thedamper body, the second shaft seal sealing damping fluid inside thedamper body.
 5. The suspension assembly of claim 2, further comprising afirst shaft seal disposed between the damper piston and a spring perch,the first shaft seal sealing damping fluid or air inside the damper bodywhile allowing axial movement of an inshaft and/or an outshaft.
 6. Thesuspension assembly of claim 1, wherein a spring body is located betweenthe damper body and the second shock mount along the common centralaxis.
 7. The suspension assembly of claim 1, wherein the coil spring islocated between the damper body and the second shock mount along thecommon central axis.
 8. The suspension assembly of claim 7, furthercomprising a first shaft seal located at a first end of the damper body,the first shaft seal sealing gas or damping fluid inside the damper bodyand allowing axial movement of an inshaft.
 9. The suspension assembly ofclaim 8, further comprising a spring perch which locates the coil springin relation to the inshaft.
 10. The suspension assembly of claim 9,further comprising a spring perch which locates the coil spring inrelation to the damper body.
 11. The suspension assembly of claim 1,further comprising a spring body, wherein the damper body houses adamper piston and the spring body houses the coil spring.
 12. Thesuspension assembly of claim 1, wherein the damper body is locatedbetween the coil spring and the second shock mount along the commoncentral axis.
 13. The suspension assembly of claim 1, wherein a centralaxis of the coil spring and a central axis of the damper body arearranged so that the central axis of the coil spring and the centralaxis of the damper body are offset from one another by a maximum of 100%of the outside diameter of an inshaft of the inline shock absorber.